....no tip tanks.
Shortly after arriving at Minot AFB, ND from my F-106 training school I became aware the squadron was short of pilots to man our four assigned T-33s. Since it had been less than six months since my last flight in the T-33 at Colorado Springs, I could, by regulation, do a local requalification checkout at Minot. So, we accomplished that in short order. I was now dual qualified in both the F-106 and T-33, a status only allowed in the Air Defense Command at the time. Since I had been a T-33 instructor previously, I also accomplished a local instructor requalification at Minot. Not long after that, I became qualified to do FCFs (Functional Check Flight) after major maintenance tasks on the T-33s. FCFs were accomplished by specifically qualified and experienced pilots to check all of the jet’s normal and emergency systems operation before being put back on the daily flying schedule.
So, my fellow T-33 IP (instructor pilot), Dave and I are walking back to the squadron from a T-33 Instructor Proficiency sortie and pass by the phase dock where major maintenance is accomplished. We take note of a squadron T-33 that is stripped clean. Numerous panels open or removed, red safety flags all over the jet, AND the tip tanks are removed. We both look at each other wide eyed, thinking the same thing; this jet is going to require an FCF and the tip tanks are removed. We are both FCF qualified. Normally, the tips would be reinstalled for the FCF. We had a different plan. We diverted into the phase dock hangar and approached the Chief Master Sergeant who was supervising the cast of minions working on the jet. Started off with the standard “Hey Chief what’s up” small talk. He gives a run down about what they are working on with the jet. We asked him when it would be ready for FCF. “Sometime next week” he replies. We ask the Chief if there’s any chance they might forget to mount the tip tanks before the FCF. He mumbles something about an appropriate bribe and they would probably be too busy to make the installation before hand. We determine the appropriate beverage taste, take our gear over and dump it at the squadron, beat feet to the base Class Six (read liquor store here) establishment, acquire four cases of beer, and deliver it to the phase dock. We then go see the squadron flight scheduled and arrange for the two of us to do the FCF on said T-33 Lockheed Racer.
Next week comes and FCF day arrives. We settle into a briefing room and talk over the FCF profile. The most critical part of the briefing was the coin toss. Whoever won the toss sat in the front and did the flying while the loser sat in the back seat performing the secretarial lackey duties of recording engine, speed, and altitude readings throughout the flight. Yes, I won the toss. We completed the standard crew flight brief, gathered up our parachutes and helmets in life support, and stepped to the jet.
There it is in all its glory. All put together and no tips tanks! We review the 781 (aircraft logbook) and I start the exterior preflight while the lackey settles into the back seat. I climb in, strap in, and check in with Dave on the intercom. Next, spin up the Racer’s centrifical flow engine, and call for taxi.
Taxied out to the EOR (end of runway) check and get the once over by the waiting crew chiefs. They didn’t much enjoy this duty when the typical Minot winter winds were howling. This was a rare winter day with light winds. We go through the pre takeoff FCF items, call for takeoff, and launch to the northwest on runway 30. It’s a clear day with smooth air as we climb up to altitude and start checking the various normal and emergency aircraft systems. Everything is going great with no abnormalities to note.
One last item to accomplish, the high speed dive. The goal here is to reach the airspeed barber pole (max authorized airspeed) or aileron buzz (visible physical vibration), whichever occurs first. To the best of my memory, we were somewhere in the mid 30,000 foot range. So, it was time for some fun. We are are about a hundred miles from Minot and turned back on a heading for the base. From level flight, I roll us inverted, pull the nose down to a steep angle, and roll upright. Without the tip tanks, the T-bird is accelerating quickly. As the airspeed needle is about to touch the barber pole, Dave says to look at the ailerons. They are a grey blur. That’ll be enough of that. I pull the throttle back, the airspeed needle backs off the barber pole a few knots, and the ailerons resume normal appearance. From our vantage point we can see the runway at the base. I check in with approach control and request a 40 mile initial for a full stop. We descend down to the 1500 ft agl initial altitude and let it run. I’ve got the throttle at the Mil Power mechanical stop and we are scooting along at a good clip. We pass over the normal pitch point at the approach end of the runway. I delay the pitch until we are abeam the ramp where the phase dock is located. At that point, I simultaneously snap the throttle to idle, roll to the right, extend the speed brakes, roll out on down wind, lower the landing gear, lower the flaps, and start the base turn off the perch. About half way through the final turn, a deep moan comes over the intercom. I ask Dave what’s wrong. He says “I’ve been blacked out since we pitched out, just got my vision back, and saw nothing but dirt in front of us”.
We land, taxi back to the ramp, and shut down. Both of our G meters displayed 7.3 positive. The T-33 max positive G load is 7.33. My 1,000 plus hours in the jet and muscle memory allowed me to pull just short of the max. We safe the seats, unbuckle, climb down, and sign the 781 off for a successful FCF.
The next day the T-bird was on the local flying schedule, with both tip tanks installed.
